Apparatus for electrically controlling air-brakes



E. 1. LA COUNT. APPARATUS FOR ELECTRICALLY CONTROLLING 'AIR BRAKES. APPLICATION FILED APR-2,1919.

1,336,465, Patented Apr. 13, 1920.

UNITED STATES PATENT @FFICE.

ELDRIDGE I.'LA COUNT, 31 WORCESTER, MASSACHUSETTS, ASSIGNOR TO 'ORCUTT AUTOMATIC TRAIN CGNTROL COMPANY, OF WORCESTER, MASSACHUSETTS, A

CORPORATION OF ARIZONA.

APPARATUS FOR ELECTRICALLY GONTBGLLING AIR-BRAKES.

Applicationfiled April 2, 1919.

To all whom it may concern:

Be it known that I, ELDPJDGE I. LA COUNT, citizen of the United States, and resident of lVorcester, in the county of Worcester and State of Massachusetts, have invented a new and useful Improvement in Apparatus for Electrically Controlling Air-Brakes, of which the following is a specification.

d 1 invention r lates to apparatus of the general type shown in my Patent 1,2852% dated November 19, 1918, for electrically controlling air brakes and is particularly adapted for use in train controlling systems having the general characteristics of that shown in the'patent to dated November 19, 1918.

In such train controlling systems provided with my electrical air brake control, circuits carried by the train are looped into road-bed circuits formed in part by the loci; ahead of that in which the train is running and if such block has been rendered unsafe as by an open switch orthe presence of another train therein or if the road-bed apparatus is disorganized and incapable of performing its intended function, a train carried magnet will be deenergized and the brakes applied. in order to release the brakes the engineer throws the handleof a rotary valve from running position to cut out position, and this may be done as soon as the train brakes have been applied irrespective of the condition of the block ahead or the reduction of the speed of the train.

One of the objects of my invention is to provide means whereby the handle of the rotary valve Will be locked in running position until the train has been brought to a full stop or else the speed thereof reduced to a predetermined rate. Another object is to provide means whereby a train which has automatically been stopped cannot be driven at more than a predetermined speed until it passes out of the block the condition of which caused the train to be stopped and then only in the event that the next block ahead is safe. Y 7

The drawing which accompanies and forms a part of this specification represents in diagram the preferred embodiment of my invention; but it will be understood that both the apparatus and the circuit arrangetherein shown may be materially modified by those skilled in the art Without Specification of Letters Patent.

@rcutt, 1,285,345

' Patented 111. 13, 1920.

Serial No. 286,903.

departing from the invention as defined by the appended claims.

Each block section A, B and C consists of the continuous rail 1 and one of the sectional rails 52, z, 2", the component parts of each section of the sectional rail being electrically connected and each section being insulated from its contiguous sections. Located near the end of each section is a ramp 3 connected through the resistance l to the sectional rail of the block ahead and the latter by means of conductor 5 is connected to one terminal of the track magnet 6 which preferably is of the hollow core solenoid type shown in my prior patent above referred to and has an armature 7 movable between the lower end of the inclosing sheath 8 and the back stop 9. The other terminal of said track magnet is connected by the wire 10 to the continuous rail. The shorter ramp 11, arranged opposite the ramp 3 is connected by the conductor 12 to the brush 13 and the cooperating brush 1 1 is connected through the resistance 15 to the return wire 10. The brushes normally rest on one of the insulating portions of the track switch 16 which is provided with a conducting ring 17.

The positive terminal of the generator 18 carried by the train is connected to one terminal of the train-stopping magnet 19 preferably similar in construction to the track magnet and having an armature 2O movable between the lower end of the inclosing sheath 21 and the back stop 22. The upper end of the plunger of the solenoid 19 carries the valve 28 which normally closes communication between the passageway 24 and the port 25. The lower end of the plunger is provided witha commutator having insulating portions 26 and the conducting ring 27 arranged between the same. The brush 28 which is always in contact with the con ducting portion of the commutator is connected to the negative pole of the generator. The brush 29 whi h is in contact with the conductingring 27 when the valve '23 is on its seat and which breaks contact with said ring when the solenoid. is deenergized, is connected to the positive brush ofthe generator through the safety signal lamp The brush 31 which is in contact, with one of theinsr parts of the commutator. when the solenoid is ene gized and which s arranged to make contact with the ring 27 when said solenoid is dcenergized is connected to the positive brush of the genera tor through the danger signal lamp 32.

The circuit of the solenoid 19 is completed by the conductor 33, the brushes 3%, 35, which under certain conditions are in contact with the conducting ring 36 of the centrifugally-actuated switch 37, the conductor 38, which is connected to said brush 35, the shoe 39, one end of which is fixed to the engine, the other resting on the conducting portion of the stop t0, the resistance ll and the return wire which is connected to the negative brush of the generator.

The operation of the system as so far described, assuming that there is an electrical connection between the brushes 3% and 35 is as follows: When the shoe 13, fixedto the engine andelectrically connected to the positive pole of the generator, makes contact with the ramp 3 there will be a closed circuit through the solenoid (S byway of said shoe and ramp, sectional rail 2, conductors 5 and 10, rail 1, rolling contact ll which may be a wheel of the locomotive and thence by return wire 12 to the generator.

The resulting energization of the track magnet 6 will throw the track switch 16 to. such position, upwardly in the particular instance shown in the diagram, that the brushes 13, 14: will be in contact with the ring 17. Normally the circuit of the train-stopping magnet 19 is closed through the resistance 7 ll as above set forth, but as soon as the shoe 39 rides up on the ramp 11 the circuit of said magnet will be momentarily opened at the stop and then instantly closed by way i of the conductor 12, brushes 13 and 14, ring 17, resistance 15 which is substantially equivalent to the resistance 11, conductor 10, rail land return wire 42.

However, if the block B has been rendered unsafe for any of the reasons above given, the solenoid 6 will not be energized when the shoe 4:3 strikes the ramp 3 and the track switch willremain in the position indicated, sothat when the shoe 39 strikes the ramp 11 the solenoid 19 will become deenergized, the valve 23 will leave its seat and the brakes will be set in the manner described in my patent aforesaid. At the same time there will be a circuit through the danger signal I lamp 32 by way of the brush 31, ring 27, and

brush 28, the circuit of the safety signal lamp being broken between the brush 29 and the ring 27. 7

As soon as the shoe 39 has passed over the ramp 11 the circuit of the solenoid 19 "will be closed and the valve 23 reseated.

The engineer may new release the brakes 1 by throwingthe handle 15 to cut-out position thereby actuating the rotary valve located in the casing 46 which functions in the manner set forth in my Letters Patent above mentioned.

It is obviously desirable that the engineer should be prevented from releasing the brakes until the train is brought to a complete stop or else its speed reduced'to a safe rate. To effect this result I provide a magnetically actuated look so arranged that the circuit thereof will be closed-unless the train is at a standstill or else traveling at a predetermined and safe rate; In the particular embodiment of my invention shown in the drawings the plunger 47 of the solenoid 48 having the armature e9 which rests against the back stop 50 upon the deenergization of the solenoid 48, is arranged to pass through registering apertures bored in extensions of the handle 45 and the'casing 16 and thus lock the rotary valve in runningposition as long as the circuit of the solenoid 48 is closed. The closure of said circuit is determined by the switch 37 arranged to be actuated by the governor 51 which is attached to a shaft provided with the bevel gear52, the latter meshing with a gear (not shown) secured to rotating member of the engine. Thebrushes 53, 54 to which the terminals of the circuit of the magnet 48 respectively are connected,are arranged to make contact with one of the insulating portions ofthe switch 37 and thereby open the circuit of said magnet only when the train is at rest or only when it is traveling at a very low rate of speed, for example, six miles an hour. Just as soon as the train is put in motion, or as soon as it exceeds a predetermined safe rate of speed, the governor 51 will raise the switch 37 so that the conducting ring 55 will be brought into electrical contact with the brushes 5% and thereby close the circuit of themagnet 48 which will lock the handle d5 in run ning position.

After a train has been brought to a stop it is desirable that its speedbe automatically controlled until it passes out of the unsafe block and for this purpose I have arranged the circuit of the train-stopping magnet 19 to be controlled by the governor 51. In the present instance the brushes 34;, 35 which are included in the "circuit of the magnet 19 make electrical contact with the conducting ring 36 only so long as the speed of the train is below a predetermined rate, as for example, six miles per hour. The rate of speed to which the train will be limited while passing through a dangerous block will be determined by the posi tion of the ring 36 with respect. to the ina sulating member of the switch 37, assuming the brushes to be fixed, or on the positionof the brushes with respect to the ring, assuming the latter to befixed, when the governor is at rest. In the present instance Tfhave assumed that the brus res-will be fixed and that the ring 26' may be adjusted longi tudinally of the insulating cylinder f 31' and held in adjusted position by the set screw 56.

When the speed of the engine is higher than the predetermined safe rate above mentioned, the governor will move the switch to such position that the ring 36 passes beyond the fixed brushes 34, 35 and brings the latter in contact with the insulating member to which said ring is fixed, and when this occurs, the circuit of the magnet 19 will still remain closed, unless the block through which the train is traveling is dangerous, by way of the shunt 57, the terminals of which are connected to the brushes 34, 35 respectively and to the brushes 58, 59 which remain in electrical contact with the conducting ring 60 of the switch 61 under normal conditions.

However, if the block ahead of that in which the train is running has been rendered unsafe and the circuit of the solenoid 19 broken in the manner above set forth so that as aforesaid the brush 31 will be in contact with the ring 27, there will be a circuit through the solenoid 62 as follows: From the positive pole of the generator to the point a, thence around the shunt wires 63, 6% to the solenoid 62, and then back to the generator by the brush 31 and conduct ing ring 27.

The resulting energization of the solenoid 62 will'throw the switch 61 to the left so that one ofthe insulating portions thereof will come in contact with the brushes 58, 59, thereby opening the shunt circuit 57,

and such circuit will remain open until the tram oasses out of the dan erous block as hereinafter set forth, such blocks being assumed, of course, to have been placed in a safe condition before the train passes out of it and the block ahead being assumed to be safe.

It will be apparent therefore that as long as the shunt 57 is open the speed of the train cannot exceed a predetermined rate without opening the circuit of the solenoid 19 between the brushes 34C, 35 and the insulating member of the switch 37.

As soon as the shoe 65 which is fixed to the train strikes the ramp 11 at or near the end of the block, the unsafe condition of which was indicated before the train entered therein, there will be a circuit through the solenoid 66 as follows: From the positive pole of the generator to the point a, conductors 63, 64, solenoid 66, shoe 65, ramp 11, conductor 12 to brush 13 of the track switch and thence back to the generator by wire 10, rail 1 and wire 42. Inasmuch as the shoe 43 has made contact with the ramp 3 before the shoe 65 has struck the ramp 11, it follows that the solenoid 6 will be ener gized if the block ahead is safe and that by the time shoe 65 has made contact with ramp 11, the brushes 13 and 14 will be on the ring 17. The circuit of the solenoid 66 will therefore'be completed through said brushes, wire 10, continuous rail 1, rolling contact 4 1 and return wire 42. The energization of said solenoid 66 will restore the switch 61 to its normal position as shown in the diagram, said switch being attached to the end of the rod 6'? provided with the oppositely arranged armatures 63, 69 which are arranged to be attracted by the solenoids 62 and 66, respectively.

It will be understood of course that the governor 51 is shown in its position of rest.

Preferably the lower end of the ring 36 is beveled so that the coiiperating brushes which usually are spring-pressed will not prevent said ring from sliding under them as the switch 37 moves downwardly.

Having thus particularly described an illustrative embodiment of my invention without, however, limiting the same thereto, what I claim as new and desire to secure by Letters Patent is:

1. Apparatus for electrically controlling air brakes comprising in combination brake releasing means, electro-magnetic means for locking the same in running position and a centrifugally-actuated switch comprising an insulating portion and a conducting por tion, the circuit of said electromagnetic means being opened through said insulating portion only when the train is stationary or is traveling at a speed less than a predetermined rate.

2. Apparatus for electrically controlling air brakes comprising in combination a rotary valve, electro-magnetic means for locking the same in running position and a centrifugally-actuated switch comprising an insulating portion and a conducting portion, the circuit of said electro-magnetic means being opened through said insulating portion only when the train is stationary or is traveling at a speed. less than a predetermined rate.

3. Apparatus for electrically controlling air brakes comprising in combination a rotary-valve casing, a valve handle mounted thereon, a vertically disposed solenoid located below the top of said casing, a plunger for said solenoid constructed and arranged to lock said handle in running position and a centrifugally-actuated switch comprising an insulating portion and a conducting portion, the circuit of said solenoid being opened through said insulating portion only when the train is stationary or is traveling at a speed less than a predetermined rate.

1. Apparatus for electrically controlling air brakes comprising in combination a magnet carried by the train, an armature-for said magnet, a valve actuated by said armature for setting the brakes, a circuit for the same, a centrifugally-operated switch having a conducting portion and an insulating portion for opening and closing said circuit and means for adjusting the position of said conducting portion with respect to said insulating portion.

5. Apparatus for electrically controlling air brakes comprising in combination a train-stopping magnet carried by the train, a circuit for the same, a centrifugally-operated switch having a conducting portion and an insulating portion, the circuit of said magnet being closed through said conducting portion only when the train is stationary or is traveling at a speed less than a predetermined rate, and a shunt circuit connected around said switch for closing the circuit of saidmagnet when the speed of the train is equal to or exceeds said predetermined rate.

6. Apparatus for electrically controlling air brakes comprising in combination a train-stopping magnet carried by the train, a normally closed circuit for the same, a centrifugally-operated switch having, a conducting portion and an insulating portion, said conducting portion being included in said circuit when the train is stationary or is traveling at a speed less than a prededetermined rate, a shunt circuit connected around'said switch for closing the circuit of said magnet when the speed of the train is equal to or exceeds said predetermined rate, electro-magnetically actuated means for opening said shunt circuit and means controlled by said train-stopping magnet for controlling said electro-magnetically actuated means.

7. Apparatus for electrically controlling air brakes comprising in combination a train-stopping magnet carried by the train, a normally closed circuit for the same, a centrifugally-operated switch having a conducting portion and an insulating portion, said conducting portion being included in said circuit when the train is stationary or is traveling at a speed less thanja predetermined rate, a shunt circuit connected around said switch for closing the circuit of.

said magnet when the speed of the train is equal to or exceeds said predetermined rate, a track switch, and means controlled by said track switch for closing said shunt circuit.

8. Apparatus for electrically controlling air brakes comprising in combination a train-stopping magnet carried by the train, a normally closed circuit for the same, a

centrifugally-operated switch having a conand means electrically connecting said ramp to said track switch. 7 V

In testimony whereof, I have hereunto subscribed my name this29th day of March,

ELDRIDGE I. LA COUNT. 

